INDIAN MARITIME UNIVERSITY

MARINE ENGINEERING &

RESEARCH INSTITUTE
(MUMBAI)

TECHNICAL PROJECT REPORT

On
RECENT TRENDS IN MARINE
ANTIFOULING TECHNIQUES

BY
SHREYANSH JAIN (BT-22)
SHYAM GOEL (BT-17)
NITISH SAINI (BT-23)
SUBHASH VANCHINATHAN (BT-24)
NIRBHAY PARIHAR (BT-31)
 ACKNOWLEDGEMENT

We the members of this technical report B.TECH (M.E) 4thYear group express
sincere thanks to Mr A. N. S. Neti Sir for constantly guiding, motivating and
helping us throughout the preparation of paper.
We are also thankful to all the respected faculties who guided us to complete
this paper.
We are thankful to our librarian for providing us internet access to download
related topics and all the Library Facilities available to us.
We are obliged to our Institute In-charge Mr. Md. Shaji Sir for his constant
inspiration, encouragement and making all facilities available to us.
 Contents

 Fouling
 Factors & Effects
 Stages of Fouling
 IMO Regulations
 Need of Anti-Fouling
 Anti-Fouling
 Types of Paints
 Anti-Fouling Technology
 Aqua Blasting
 Nickel Boron Plating
 SuperHydrophobic Coating
 Controlled Depletion Paints (CDP)
 Self-Polishing Copolymers (SPC)
 Self-Polishing Antifouling

 Conclusion
 What is Fouling?

Fouling is the accumulation of unwanted material on solid surfaces to the

detriment of function. The fouling materials can consist of either living
organisms (biofouling) or a non-living substance (inorganic or organic).
Fouling is usually distinguished from other surface-growth phenomena, in
that it occurs on a surface of a component, system or plant performing a
defined and useful function, and that the fouling process impedes or
interferes with this function.
It is a natural phenomenon which occurs continuously in the marine
environment. On sea-going vessels this leads to a significant increase in fuel
consumption. The term ‘fouling’ describes the growth of marine plants and
animals on structures in the sea. The fouling organisms of concern are those
we encounter on ship’s hulls. It is estimated that the number of fouling
species involved in fouling is in the region of 4500-5500 although only a
small number of these species are of great concern to ship Owners and
Operators.

Diagram of Fouling Species

 Factors Affecting Fouling
 Temperature
 Speed/Motion
 Light & Nutrients

Other Factors:
 Water salinity and pollution.
 Generally speaking: greatest risk of fouling is with low activity trading
extensively in tropical or sub tropical coastal environments.
 Faster deep-sea vessels at highest risk of fouling when in port (often
tropical/sub tropical) for loading/unloading.

Effects of Fouling
 Deterioration of coatings such as favored corrosion.
 Settlement of fouling generates an increase of the frequency of dry-
docking operations either because of the need of additional hull cleaning
or even in costly additional coating replacement or hull repair.
 On the other hand, it could have economic and societal impacts
including management costs, impact on human health, costs for
eradication and control measures.
 Types of Stages

Stages Processes involved Nature of film Time

formed
Essentially physical forces, such Conditioner 1 min
as electrostatic interactions,
I Brownian movement and Van der
Walls forces.

Reversible “adsorption” of Microbial bio film 1-24hr

mentioned species, especially by
II physical forces, and their
subsequent adhesion interacting
together with protozoan's and
rotifers.
Arrangement of microorganisms Bio film 1 week
with greater protection from
III predators, toxicants and
environmental alterations,
making it easier to obtain the
nutrients necessary for the
attachment of other
microorganisms.
Increase in the capture of more Film consisting of the 2-3weeks
particles and organisms, such as attachment and
IV the larvae of marine Macro development of marine
organisms, as a consequence of invertebrates and growth
the pre-existence of the bio film of macro algae
and the roughness created by the (seaweed)
irregular microbial colonies that
comprise it.
 IMO Regulations

In the 1970s-1980s, high concentrations of TBT in shellfish on the coast of France

caused the collapse of commercial shellfisheries in at least one area, and this
prompted many States to act and enforce some restrictions on the use of TBT in
anti-fouling paints.
In 1988, the problem was brought to the attention of the Marine Environment
Protection Committee (MEPC) of the International Maritime Organization
(IMO), the United Nations Agency concerned with the safety of shipping and the
prevention of marine pollution.
As a result, IMO in 1990 adopted a resolution recommending governments to
adopt measures to eliminate anti-fouling paints containing TBT.
The resolution called for a global prohibition on the application of organo-tin
compounds which act as biocides in anti-fouling systems on ships by 1 January
2003, and a complete prohibition by 1 January 2008. In October 2001, IMO
adopted a new International Convention on the Control of Harmful Anti-fouling
Systems on Ships, which will prohibit the use of harmful organo-tin in anti-
fouling paints used on ships and will establish a mechanism to prevent the
potential future use of other harmful substances in anti-fouling systems.

MEPC (THE MARINE ENVIRONMENT PROTECTION COMMITTEE)

Resolution adopted 1990
In1990, at its 30th session, the MEPC adopted Resolution MEPC 46(30) on
Measures to Control Potential Adverse Impacts Associated with Use of Tributyl
Tin Compounds in Anti-Fouling Paints.
From 1990 onwards, IMO's MEPC was presented with TBT monitoring study
results which reconfirmed the toxicity of TBT compounds to marine organisms.
The Committee was also presented with information on existing alternative anti-
fouling systems, including their effectiveness and the risk posed to the aquatic
environment by these systems.
 Why we need Anti-Fouling?

The ocean is brim full of planktonic larvae and planktonic algal spores, who seek
a suitable surface to develop into their adult form. Unfortunately a hull of a ship
is one of these suitable surfaces for these organisms to latch onto and develop,
effectively making ships subject to ownership of a portable marine ecosystem!
This can create a fascinating site for snorkelling, as the layer of algae encourages
fish to accompany the ship. However the accumulated fouling demands greater
engine exertion to maintain speed, resulting in greater fuel use, added cost and
can be damaging to the engine. Not only is performance an issue here, but safety
as well. Heavy fouling causes a ship to sit lower in the water and negatively
effects responsiveness.

Some of the other reasons are:-

 Minimise fuel costs
 Maximum speed
 Less engine wear
 Maximum cargo days
 Lower stack emissions
 Minimum M&R costs
 Getting there on time
 Minimise fuel costs
 Safe for the environment
 ANTI-FOULING

Anti-Fouling is the process of removing or preventing the accumulation of

marine organisms from the surface of hull and the paint used for this
application is called anti fouling paint.
Hull condition for merchant ship is a key factor in deciding the fuel efficiency of
the ship. The application of protective coating of anti-fouling paints results in a
smooth hull devoid of any marine fouling, which decreases the frictional
resistance caused by the water flow. The anti-fouling paints decrease the load
on the engine and increase fuel efficiency.
With time, marine fouling and sea condition roughens the hull surface of the
ship. As the frictional resistance caused by the water flow over the hull
increases, the engine has to consume more fuel to overcome this resistance
which adds on to the normal fuel consumption of the ship.
Accumulations on hull are :
 Proteins or Polsaccrides
 Bacteria
 Algae, Mollusces
 Barnacles

Fate of active ingredients of antifouling paints in sea water:

 Types of Paints

Paints Since Binder Pigment/Biocide

Soluble matrix 1950 Colophony and others Copper, arsenic, zinc,

mercury or iron
oxides
Insoluble matrix 1955 Acrylic resins, vinyl Copper and zinc
or resins or chlorinated oxides with or
contact paint rubber polymers without organo-
metallic compounds.
Self-polishing 1974-85 Acrylic polymer Zinc oxide and
paints (normally methyl meta- insoluble pigments or
containing acrylate) with TBT copper oxide, tri-
tin (TBT-SPC) groups bonded to main organo-tin and co-
chain by ester binders biocides
(copolymer)
A fast-drying 1990 Acrylic resins, Arsenic, zinc and co-
TBT-free chlorinated biocides
antifouling rubber polymers
paint
TBT-free self 1995 Incorporating cuprous Cuprous oxide and
polishing oxide and supporting organic co-biocides
antifouling biocides
coats
A hydrolytic tin- 2003 Acrylate Copolymer Basic resin and
free antifouling cuprous oxide
paint
 Antifouling Technology

Antifouling technology aims to protect the immersed substrate from fouling:

i.e. deter fouling settlement, maintain a foul-free ‘clean’ surface.
When using biocides there are three main soluble acid binder options to
enable biocide release in sea water.

Types of Antifouling Technology:-

 Aqua blasting
 Nickel Boron Plating
 Superhydrophobic Coating
 Controlled Depletion Paints (CDP)
 Self-Polishing Copolymers (SPC)
 Self-Polishing antifouling

These technologies have :

 Differing effects on roughness.
 Differing abilities to resist fouling.
 Aqua Blasting

Aqua Blasting permits the non-aggressive cleaning of a surface to produce a

satin finish on a number of metal materials; which resultantly won’t pick up
marks after treatment. It involves the use of a non-ferrous media; which is
subsequently mixed with water to result in an extra-smooth finish once the
process has been carried out. That is possible thanks to the flow of a water-
borne abrasive. Aqua Blasting cleans by the flow of water and not by impact;
with the water acting as a lubricant between media and component.

With the water acting as a protective buffer; and the emulsion gently
eradicating any grime – the underlying surface is crucially left intact. Vitally,
there will be no alteration of critical dimensions. The creation of any dust is
also avoided; as there no break-up of any media during the Aqua Blasting
process.

Other uses for the process include:

 The removal of carbon deposits
 The removal of paint, rust, carbon and similar deposits in engineering
industries
 Surface preparation prior to bonding, re-painting or re-coating,

Examples of industries where the process is commonly utilised include

automotive, aerospace, reconditioning and maintenance. The process is
particularly ideal for the degreasing and surface finishing of a number of
bike and car components; including cylinder heads, motorcycle wheel hubs
and side covers. Aqua Blasting can also help to reduce porosity in castings
and is very easy to keep clean.

Key advantages of Aqua Blasting:

 Can be applied to almost all metals
 Surfaces are degreased and cleaned in tandem
 Cleaning process relies on water flow and not impact
 Makes surfaces more stain resistant
 Singular part or batch process
 No dust from the process
 Nickel Boron Plating

Nickel boron is a surface deposit coating that can be applied to a wide range
of metals including steel, stainless steel, nickel alloys, aluminium, cobalt
alloys, copper alloys, and titanium. It is a great alternative to chrome
plating and has many benefits, including excellent wear and corrosion
resistance.
The process of electroless Nickel Boron plating does not need an electrical
current; therefore the coating deposition rates are fully controllable and
produce incredibly accurate and consistent tolerances. So even on sharp
corners, edges, flat surfaces, as well as blind holes, threads, channels,
recesses and internal areas of all shapes and sizes, the result is exactly the
same.

Key Benefits of Nickel Boron

 Excellent corrosion resistance

 Excellent wear resistance
 Resistant to fretting
 Resistant to galling
 Resistant to abrasion
 Ductile
 Solderability
 High-temperature performance
 Lubricity
 Accepts dry film lubricant
 Uniformity of coating
 Excellent rigidity

The nodular structure of nickel boron also reduces drag in aerodynamics and
fluids when applied to the following components:

 ship propellers
 down-hole crude oil pumping equipment
 bushings
 thrust washers
 automotive and truck transmissions
 Superhydrophobic Coating

Superhydrophobic coating can be made from many different materials. The

following are known possible bases for the coating:

 Manganese oxide polystyrene (MnO2/PS) nano-composite

 Zinc oxide polystyrene (ZnO/PS) nano-composite
 Precipitated calcium carbonate
 Carbon nano-tube structures
 Silica nano-coating
The silica-based coatings are perhaps the simplest to use. They are gel-based
and can be easily applied either by dipping the object into the gel or via aerosol
spray. In contrast, the oxide polystyrene composites are more durable than the
gel-based coatings, however the process of applying the coating is much more
involved and costly. Carbon nano-tubes are also expensive and difficult to
produce at this point in time. Thus, the silica-based gels remain the most
economically viable option at present.
Superhydrophobic coatings have important applications in maritime industry.
They can yield skin friction drag reduction for ships' hulls, thus increasing fuel
efficiency. Such a coating should allow ships to increase their speed and range
while reducing fuel costs. They can also reduce corrosion and prevent marine
organisms from growing on a ship's hull.

Surfaces can be made hydrophobic without the use of coating through the
altering of their surface microscopic contours, as well. The basis of
hydrophobicity is the creation of recessed areas on a surface whose wetting
expends more energy than bridging the recesses expends. This so called
Wenzel-effect surface or lotus effect surface, has less contact area by an
amount proportional to the recessed area, giving it a high contact angle. The
recessed surface has a proportionately diminished attraction foreign liquids or
solids and permanently stays cleaner. This has been effectively used for roofs
and curtain walls of structures that benefit from low or no maintenance.
 Controlled Depletion Paints (CDP)

 For biocides to be effective, they have to be released into the sea from
the antifouling.
 Sea water is alkaline (pH ~ 8) and biocidal anti fouling work by having an
acidic binder component that can dissolve in sea water, thus releasing
biocides.

CDP Antifouling Technology:

 There is a slow dissolution of the paint film in sea water, similar to the
way a bar of soap disintegrates when left in water
 This dissolution gradually slows down over time, due to the formation of
insoluble materials at the surface
 The maximum effective life is typically 24 months on the underwater
sides, but it can be up to 36 months on the flat bottom of the ship
 Leached layers can become thick, increasing roughness, and care is
needed to remove as much as possible before over coating at dry-
docking.
Rosin has some disadvantages
 It is a brittle material, and can cause cracking and detachment
 It reacts with oxygen and has to be immersed relatively quickly
 It does not prevent water going into the antifouling paint film
Key tests for CDP a/f paints are:
 Use of rosin, or rosin derivatives (ASTM D-1542)
 Higher solids (55~60% vol. solids)
 Thick leached layers
 Film integrity is generally poor, and re-blasting is needed after 10 years
 Self-Polishing Copolymers (SPC)

 Self-polishing copolymers (SPC) undergo a reaction (“hydrolysis”) with

sea water, to form an acid polymer which is then soluble in sea water.
 This results in thinner leached layers and thus much better control of
biocide release

Process of SPC:

SPC Features:
 Controlled, chemical dissolution of the paint film, capable of giving long
dry dock intervals (up to 60 months) and smoothing
 Predictable polishing, enabling “tailor-made” specifications by vessel
type/operation.
 Thin leached layers, so simple cleaning and re-coating at dry dock
Ideal for new buildings:
 Excellent weather ability
 Fouling control during fitting out
 Good mechanical properties (Eg.: resistance to block squeeze etc)
 Self-Polishing Antifouling

 Self-Polishing antifouling technology works by a mixture of hydrolysis

and hydration mechanisms combining SPC acrylic polymers with a
certain amount of rosin.
 Performance and price are mid-way between the CDP (rosin based) and
SPC (acrylic) products.
 3 years maximum on the vertical sides, but 5 years on the flats, where
fouling is less severe.
 Self-Polishing antifouling will give significant performance improvement
over CDP Antifouling for virtually all the major trading routes worldwide.
 Self-Polishing antifouling are particularly suitable for vessels trading
permanently in tropical and semi-tropical waters.
 Self-Polishing antifouling have a thinner leached layer than CD
antifouling, and have better film properties.
 Conclusion

Anti-fouling preparations all aim at reducing or preventing things from attaching

themselves to a hull but there are many ways of accomplishing this.
Many modern anti-fouling paints contain toxic materials that are gradually
released and essentially poison any growth organisms. This is the case
for Copper based finishes Copper is the most common anti fouling additive. It
actively works to prevent fouling.

Some other aspects of Anti-Fouling techniques:-

 The main aim is to protect the marine life without compromising with
the ship’s running efficiency.
 Paints are being developed to give high performance in case of fouling of
ships hull.
 Excellent antifouling performance
 Excellent smoothing and roughness control
 Long term ship operation
 Protect the ocean from pollution

References
 INTERNATIONAL MARITIME ORGANIZATION MANUAL
 WIKIPEDIA
 MARINE MICROBIAL PREVENTION JOURNAL
 MARINE INSIGHT
 MARINE POLLUTION BULLETIN, 1999
 OCEAN MANAGEMENT, 1978 - ELSEVIER